Recent content by WrathofAtlantis

Yes I would like to hear what the science actually says about a low wing's effect on the prop disc's thrust uniformity at changing AoA. To clarify, this is about the wing's presence in the prop's airflow, in horizontal turns, at constant high prop load, but at changing angles of attack...

I would like to know what is the current consensus on the effect of the position of the wing relative to a tractive propeller disc's uniformity of thrust (the focus configuration would be WWII fighters).

No, what you describe would be the P-factor, which is mostly a horizontal left yaw (horizontal in relation to the airframe). The P-factor is also supposed to have a "left turn-promoting" horizontal (to the airframe) load asymmetry on the prop (so not just a lateral yaw, or side-pushing...

That could be, but my main interest, for now, is in the extent of the asymmetry of the prop's thrust during turns. A serious load asymmetry, even 10%, by itself, could have major implications. Also, ideally, this prop asymmetry would have to be evenly divided between a loss on the outer...

What I mean is that, if the nose is lifted 7-8 degrees, in relation to the turn's airflow, then the propeller is lifted somewhat higher above a low set of wings, in relation to that airflow. This could mean a large part of the prop spiral airflow might be diverted above a low-set wing...

That is fascinating... Thank you very much for your clear answer. It is much appreciated. Is there any kind of consensus as to the nature of [above vs below wing] flow distribution changes, in the prop's slipstream spiral in a turn, on low wing single engine monoplanes? My focus would be on...

I am talking about low wing single engine WWII fighter types. In particular, I am interested in accelerated propeller airflow through the transition/curvature of the prop slipstream spiral distribution around the wing, from being partly below, towards mainly above the wing. This as the wing's...

I do understand now a radius of 1000 feet is just too large for a 10 foot prop to produce more than a 1% thrust imbalance... The inside turn thrust increase would amount only to 1 percent at 3G-200 mph, due to the percentage of the prop width to the turn radius, as a ratio... (I am not...

But for a given angle of attack, does the propeller not rise higher to the trajectory if the nose is longer? For a given amount of increased lift, it is pretty evident the longer nose lifts the Center of Thrust higher above the trajectory... It does not have to be a vertical force, at...

If the thrust center is above the center of the prop, then the thrust is no longer in the direction of flight... The reason you think 700 pounds is unreasonable (I do not quite claim a fully vertical force), is because you do not take into account the leverage implied by the surface involved...

Well, pitching is precisely my main concern... The effect I describe is nearly the exact opposite of the P-factor, which claims the thrust is increased on the outside turn portion of the disc (this because, on the outside, the blades are angled [by the AoA] to move forward, while, on the inside...

Unfortunately no, I do not have software, and I really should have at least calculated the tip speed difference, in all the time since I started to assemble the elements of this observation... My interest in this effect originates entirely out of my very extensive readings of WWII combat...

I am basically talking about low wing WWII fighters in sustained speed 3.2 G level turns, which implies maximum prop load (around 3000 lbs full power, full low speed sustained level turning load on about 100 square feet I'm told, or roughly 30 pounds of thrust per square feet). Turning...

Single Propeller load asymmetry in turns Does this have a formula, and what is the current Flight Physics consensus of the effect of this on turns? G.